Electric railway.



No. 633,558. Patented Sept 26, I899. n. w. BARKLEY.

ELECTRIC RAILWAY. (Application filed Oct. 23, 1893.) (No Model.) 7Sheets8heet 2.

No. 633,558. Patented Sept. 26, I899. B. W. BARKLEY.

ELECTRIC RAILWAY.

(Application filed Oct. 23, 1893.) (No Model.) '7 Sheets-Sheet 3.

R: 'w I I Q: 0g

Wibwaaoao avwe ntoz Ym: uongls PETERS co, vnorauwa, wusmuumn. (1c.

No. 633,558. Patented Sept. 26,1899. n. w. BARKLEY.

- ELECTRIC RAILWAY.

(Application filed Oct. 23, 1893.)

7 Sheets$heet 4,

(N0 Model.)

lII/II/Il/l/IIIIIIIII/ln witnaooe'o 7H5 nonms PETEns co. Puovouwmwmmuo'ruu u, c.

No. 633,558. Patented Sept. 26, I899. R. W. BARKLEY. ELECTRIC RAILWAY.

(Application filed Oct. 23, 1898.)

7 Sheets-Sheet 5,

(No Model.)

ms wmN wm mm Nm Witmeoow zM m: scams PETERS coy, PHOTO-"VHO" wuuwomx, n.c.

Nu. 633,558. Patented Sept. 26, I899.

n. w. BARKLEY.

ELECTRIC RAILWAY.

(Application filed. Oct. 23, 1893.)

7 Sheets-Sheet 6,

(Nu Model.)

1 y a w @Vitwaww M41.

mz' NORRIS versus :0. we're-L r No. 633,558. Patentedfiept. 26, I899.

R. W. BARKLEY.

ELECTRIC RAILWAY.

(Application filed on. 23. 1893) (No Model.) 7 Sheets-Sheet 7.

86 Witmogeo (11100441306 TNE uonms vmns co PHOTO-LUNG" WASNVNGTUN. n. c.

NITED STATES PATENT CFFIQE.

RICHARD \V. BARKLEY, OF NElV YORK, N. Y.

ELECTRIC RAlLWAY.

SPECIFICATION forming part of Letters Patent No. 633,558, datedSeptember 26, 1899. Application filed October 23, 1893. Serial No.488,886. (No model.)

To all whom, it 772/61 1/ concern.-

lle it known that I, RICHARD WV. BARKLEY, a citizen of the UnitedStates, and a resident of the city of New York, in the county of NewYork and State of New York, have invented certain new and usefulImprovements in Air- Ohamber Conduits for Electric Railways, of whichthe following is a specification.

This invention relates to electric railways wherein the vehicles arepropelled by power derived from conductors extending along the same, andmore particularly to that class of electric railways wherein suchconductors are placed in underground conduits and are protected againstcontact with water, 850., by means of air-chambers, as shown in LettersPatent of the United States hearing date the 14th day of June, 1892, andnumbered 476,776.

The objects of the invention are the simplification and cheapening ofthe conduit con struction, the simplification of the devices whereby theelectric current is taken to the motors on the vehicles, and otherobjects, as hereinafter will appear from the description of theinvention.

To these ends the invention consists of anair-chamberrailhavingunequaldownwardlyextending webs or flanges joinedbya web at the top and having horizontally-extending flanges thereon, ofa contact-carriersupported from or by the vehicle and held with itscontact-piece or currentcollector against the trolley-wire (or otherform of conductor) by a spring, combined with cams or inclines placedadjacent the ends of the air-chambers, whereby the collector is movedreciprocatingly into and out of the air-chambers andpasses from one toanother of the chambers,

and of other combinations of devices, all,

hereinafter described, and more particularly specification.

The invention in some of its forms is shown in the drawings accompanyingthis specification and forming part hereof, in which- Figure l is across-sectional view of one form of the conduit, showing also a trolleyand its support. Fig. 1 is a horizontal sectional view of theinsulator-holding pocket shown in Fig. 1. Fig. 1 is a perspective viewof the key shown in Fig.1. Fig. 2 is a side vicwot' the air-chamber railat a joint thereof, showing a trolley-support and means lor operatingthe trolley or contact-carrier. Fig. 3 is an enlarged view of the lowerend of the support shown in the preceding figure, including the trolley.Fig. t is a side view of the lower end of one part of the said supportand trolley. Fig. 5 is a plan view, partly in section, of the saidsupport and trolley. Fig. 6 is a side view of the junction of twoconduitrails, showing an arrangement of cams for operating thecontact-carrier when pointing in either direction. Fig. 7 is a sideview, and Fig. 8 is a sectional view, of a modification of theair-chamber rail with a corresponding change in the trolley. Figs. 9 and10 are sectional views illustrating modifications of the air-chamberrail. Fig. 11 is a side view, and Fig. 12 is a sectional view, of meansfor running a trolley-wire from one air-chamber to another. Figs. 13,14, and 15 are views showing forms of a cover for the trolley-wire as itpasses from one to another air-chamber. Figs. 10 and 17 are plan viewsof conduitrails, showing hand-holes and covers therefor. Fig. 18 is across-sectional view of a conduitrail, showing a brace extending into ahandhole. Fig. 19 is alongitudinal sectional view showing an inclineunder a trolley-wire at one end of an air-chamber to ease or prevent theshock between the contact-piece and the wire as the former rises. Fig.20 is a side View of another form of conduit, showing trolleys and camsto operate the same. Fig. 21 is a horizontal sectional view of thetrolleys shown in Fig. 20, and also shows a switch. Fig. 22 is across-sectional view of the conduit shown in Fig. 20. Figs. 28 and 24are details of matters shown in Figs. 20 to 22.

Fig. 25 is a view of the switch which is omitted in Fig. 20. Fig. 26 isa side elevation of one of the L-shaped trolley-carriers used in thepreferred form of the invention. Fig. 27 is a vertical central sectionof the same. Fig. 28 is a front elevation of the same, or from theright-hand side in Fig. Fig. 29 is a back view or elevation of thesecond of the Lshaped pieces or carriers forming the support for thetrolley. Fig. 30 is a crosssectional view of an arrangement of twoairchamber rails at the center of a track. Fig. 31 is a like viewshowing an air-chamber rail combined with a slot-rail of three-quarter Iform. Fig. 32 is a cross-section of a built-up air-chamber rail. Fig. 33is a sectional view showing a modified form of pocket and insulator heldtherein. Fig. 34 is a plan view showing conduit-clearers and twotrolleys. Fig. 35 is a cross-section of an air-chamber rail, showing theconduit-clearerin end view. Fig. 36 shows two views of a form of conduitor air-chamber end. Fig. 37 is a cross-sectional view of a form ofconduit and supports therefor. Fig. 38 is a plan view of the supportshown in Fig. 37. Fig. 39 is an edge View of a support for theair-chamber rail at a point between the ends thereof.

Referring more particularlyto Figs. 1 to 5, inclusive, the air-chamberrail C consists of the horizontal web 2, the do wnwardly-extendingplates 3 and 4, the horizontal flanges 5 and 6, (the top of flange 6being flush with that'of the web 2,) and bulkheads or partitions 7. Thisrail C may be supported on ties or yokes, (not shown,) as instreet-railways in use. At the ends of the air-chambers and at suitableintervals between the plate 3 is pierced and threaded to receive thepockets 8 for the insulators and the connections between thetrolley-wiret or other form of conductor and the feeder or between thechambers. These pockets 8 may be narrow, as indicated in Fig. 1, Whiletheir threaded parts are circular. The stiff insulated wire 9, shown assupporting the trolley-wire in Fig. 1, is connected with an insulatedfeeder 10 (which may lie along flange 5 or elsewhere) and preferably isheld in place by a ferrule 11, resting on flange 12 of the pocket 8. A

cleat 13, bolted to flange 5, holds the wire 9 steady. Such connection 9to the trolley-wire is required at but one point in each air-chamber.Atthe other pockets the trolley-Wire is preferably supported oninsulators. The rail 0 forms one side of the conduit, while the otherside may be formed by a like rail (see Fig. 31) or by a rail 14, as inFig. 37, or by the track-rail 15, as in Fig. 1, it being understood thatthe rail 0 may be on either side of the rail 15 with its flange 6nextit. The rails O and 15 are shown as locked in a shoe 16 in Fig. 1 bywedge 17, lock-bar 18, and key 19. The key 19 passes through the slot 20in shoe 16, has a lip 21 resting on the flange of rail 15, and two lips22, shoe 16. This looks the rail 15 down on that side'thereof. The lip23 of the shoe 16 locks the rail 15 down on the other side. The wedge 17and bar 18 are driven under a lip 23 of the shoe.

Any suitable form of current-collector may be used for coaction with thewire 6 or other form of conductor. The said current-collector issuitably mounted for reciprocation with relation to the trolley-wire'orair-chamber. Such reciprocation is caused by means of inclines or cams,as 24, placed adjacent the bulkheads 7. In those cases where thecurrent-colleetors are borne bypivoted arms the cams 24 are or may beprovided with a dwell which bear underneath 25 to hold the carriers downuntil the currentcollectors have passed the bulkheads.

Referring to Figs. 1 to 5, the current-collector consists of a wheel 26,which is carried by the arm 27 of the shaft 28. This shaft 28isjournaled in the support 29, depending from a vehicle. (Not shown.)The support 29 is shown as carried by a bar 30, which is or may beloosely mounted on a truck, car-floor, or elsewhere, so as to allow thesupport to move freely and loosely in the slot 31 after the man nercommon in the grip mechanism of the socalled cable-roads. The bar is sosup ported as to keep the rollers 44 against the plate 4, ashereinafterdescribed. In those cases where the shaft 28 and arm 27 are of metal thewheel 26 is to be insulated therefrom in any suitable way. Insulation 32is shown in the drawings as separating the wheel 26 from the arm 27; butas trolley-wheels separated from their carriers by insulation are wellknown in the art it is not necessary to show the details of such oldconstructions herein.

The conductor 33 is connected with the wheel 26 in any suitable way,preferably lying in a hollow of the arm 27 and in a central bore of theshaft 28, issuing from the latter in an axial line into an opening inthe support 29, and is thence led along the support 29 to the vehicleand motor. This axial exit for the conductor allows of the rockingmotion of the shaft 28 without any lengthening or shortening of theconductor and without any break in its continuity from the contact-piece26 to the vehicle or the switch S, hereinafter described. This conductor33 may be of any suitable form and is shown in the drawings asconsisting of twisted insulated wires within the shaft 28 and arm 27 andto the joint 34. From the joint 34 it preferably consists of a thininsulated ribbon extending at least to a point above the slot 31, if notall the way to the contact 35 of the switch S, preferably supported onthe bar 30, hereinbefore mentioned. The arm 27 is or may be made up oftwo parts, one of which is preferably integral with the shaft 28 and theother of which is secured thereto. (See Fig. 5.) One or both said partsof the arm 27 may have a groove for the reception of the conductor-33.is preferably made up of two L-shaped pieces of metal, each having asemicylindrical groove in its horizontal arm, the said grooves when thepieces areplacedin position formingabore for the shaft 28. Theparticular form of the support 29 shown in the drawings comprises thelong L-shaped part a, carried by bar 30 and having a groove 36 toreceive the conductor 33, a groove 37 to receive the slide 38, a slot 39to receive the rod 40 and part of the slide 38, a transverse groove 41,a semicylindrical trans verse groove 42, studs 43 for the rollers 44,and a cover 45 for the conductor 33, and the short L-shaped part b,which fits against one side of part a at the bottom thereof and whosehorizontal leg 46 fits into the groove 41. The

The support 29 leg 46 is provided with a semicylindrical groove 47to'receive the shaft 28 and part b is recessed, as at 48, to receive thearm 49 of the shaft 28, by means of which the shaft is operated orrocked during the operation of the device, as hereinafter described.This arm 19 maybe integral with the shaft 28.

The part b fits closely against the end and 1 arm 49 of shaft 28, whichis thus held in place. The parts CL and Z) are held together by suitablemeans, as by screws 50. The slide 38 comprises two legs and across-piece joining them. One of the legs has a slot 51 therein, whichengages the pin 52 on the arm The slide carries a roller 53 on a studthereon and has a pin 51, over which the eye of the rod 40 fits. Thesaid eye is held on the pin by the part b of the support 29. The rod isor may be guided on the support 29, as by the perforated bracket 0. Aspring d, acting between the bracket 0 and a collar 6 on the rod, servesto hold the rod and connected parts in their upper or working position,with the wheel 26 bearing against the trolley-wire f. The lever fg ofthe switch Sis connected with the rod 40, as by a slot and pin. The armg is preferably insulated from the arm fand is connected with the motor(not shown) by a suitable conductor 7t. The function of the switch fg(or S) is to open the circuit from the corresponding trolley to themotor whenever that trolley is depressed or moved down out of contactwith the conductor, as wire 15, as will hereinafter appear in thedescription of the operation of the devices. While the conductor 33 maypass wholly or partly through the part b after it leaves the shaft 28,it has 1 been shown in the drawings as passing or bending around the endof the shaft in a recess55, and the part b is shown as having a groove56 to receive the conductor 33 and the joint 34. By preference thelongitudinal hollow of shaft 28 is funnel-shaped where it connects withthe recess 55, as this avoids a sharp corner on which the conductor 33might wear off its insulation. This is a compact way of arranging theseparts. The slight motion of the shaft 28 will twist and nntwist thewires of conductor 33; but as this is distributed over the whole length(or nearly so) of the shaft no injurious effects will follow.

The cams 2% by preference are borne by the rail C, being secured theretoin any suitable way, as by screws. )Vhen these cams are at the junctionof two rails, the screws pass through slots in at least one end of thecam to make allowance for the expansion and contraction of the rails. Incases where these cams are fixed to the rail 0 beneath the guidel'lange6, as in Figs. 2 and 6, the rail is preferably recessed, as at 57, toreceive the end of the cam. When the stop or guide flange 6 is at thebottom of the plate t, the flange 6 is preferably removed where theplate is to receive the cams 24, as in Fig. 7.

By having two or more trolleys 26 on a vehicle and so placed that allcannot be simultaneously depressed a continuous connection between thetrolley-wire t and the motor or motors is secured.

Instead of the support 29 being fast to bar 30 and the latterspring-supported the former may be spring-supported on the latter, asshown in the PatentNo. 76,776,above named.

In Figs. 6 and 9 is shown a second flange 6", between which and flange 6the roller 53 is guided.

At the ends of the air-chambers the insulated wire 9 is preferably takenout through the wire-carrier 60, formed of an elbow and a short pipe,(see Figs. 11 and 12,) the former being screwed into a perforation inrail 0 and the latter passing through a perforation in the flange 5. Thewires 9 from adjoining airchambers may be connected together, as inFigs. 11 and 15, and the joint covered with insulation, as at 72.

In Figs. 13 and 14 are shown forms of an armor for the wires 9 when thelatter pass from one to another air-chamber, such armor consisting ofelbows 61, pipes 62 connecting the carriers 60 and having the wires 9within them.

In Fig. 15 is shown another form of armor, consisting of elbows 61 andpipes 62 and 63. .The elbows 61 and pipes 62 63 are connected byscrew-threads in well-known ways. The pipe 63 is large enough at 64 toslip over the pipe 62 and its threaded end 65. The

threaded ends 64 66 of pipe 63 engage the threaded ends 67 of pipes 62,as shown.

The rail 0 may be braced or connected with the ties at suitableintervals by rods 68, which pass through the plate 3 in reach ofhandholes 69, (as beneath them,) which have covers 70. (See Figs. 16,17, and 18.)

WVhere conditions permit of its use, there may be a cam or incline 71beneath the trolley-wire t to guide the wheel 26 as it rises and also toprevent undue blows therefrom. (See Fig. 19.)

That form of the invention shown in Figs. 20 to 21L willnow bedescribed. The air-chambers A are formed as in the patent aforesaid oras in my Letters Patent dated the 17th day of January, 1899, andbearingnumber 617,708, and are covered by a Z-bar 91, a. like barforming the other side of the conduit. The trolley consists of an arm 27pivoted by an eye 92 on the stud 93, which is carried by the support 29,depending from a vehicle. A plate 94, bolted to the arm 27", fits overthe other end of stud 93, and screw 95 or pin 96, which passes throughholes in support 29 and stud 93, prevents displacement of the stud. Lugs97 on the plates 94 coact with the stop 98 to prevent'too great amovement of. the arms 27. Pull-springs 99, fast to support 29 at one endand to arms 27 at the other, raise the latter. The arm 27 has a bentlever 100 pivoted thereon. Said lever has a frictionroller 101 for coaction with the cams 24, which are here shown as placed on a plate or bar102 at the bottom of the conduit. Lever 100 is ICO IIO

pivoted at or near its bend and is held against the arm 27 (or plate 94)by the pin 103, fast thereto, and the spring 104, which works bctweenthe button 105 on pin 103, and the rim 106 of the socket 107 ,whichincloses the spring.

The conduit-clearer shown in Figs. 34 and 35 consists of the arm 75,reaching under the air-chambers, and its support 76 from the vehicle.The point of arm 75 is ahead of the support, whence it results that anywater, mud, slush, &c., is forced out from under the air-chambers andmay run up support 76 through the slot 31 onto the street.

Fig. 30 needs no extended description, as the conduit-rails O are or maybe like those hereinbefore described.

The conduit and supports therefor (shown in Figs. 37, 3S, and 39)consist of the air-chamber rail formed of web 2 and plates 3 and 4, theend-supporting shoes 77, and interuie diate shoes 78. The shoe 77consists of a plate from which rises the standard 79, having a centralrib 80. From the standard 79 the lugs 81 project in opposite directionslongitudinally of the track, being separated from the rib 82 by a groove83, adapted to receive the plate 3. This plate 3 may be secured to rib82, as by bolts and nuts 84. The shoe 78 consists of a plate having ribs85, between which plate 3 enters and to one (or both) of which it issecured, as by bolts and nuts 84. Both kinds of shoes have overhanginglips 86 to hold down the rail 15 or 14, and a rod 87 is or may beoonnected'to them and to the rails or other part of the track.

The air-chamber rail (shownin Fig. 32) consists of the T-bar 88, rivetedto one arm of the T-bar 89. These bars may be calked and cemented toinsure air-tightness. A support for the T-bar 89 may be formed of theangle or T bar 90, riveted thereto. Oupped partitions or bulkheads 7 areriveted in place.

The pocket 8 (shown in Fig. 33) consists of a tapering tube havingthreaded ends, one of which engages a threaded hole in the rail 0 andthe other of which receives a cap. The insulator fits the tube and isfast to the trolley-wire. A spring or washer may be used behind theinsulator. (Not shown.)

The rails C may be rolled or cast. In the former case the partitions 7are riveted in or otherwise secured. In the latter case they may be castwith the rail. The pockets 8 may also be cast in one with the rail.

Instead of having the cams 24 consist of straight inclines they may becurved to start or to move the roller 53 more or less gradually at anypoint of its downward motion.

The operation of the devices shown in Figs. 1, 2, 3, 4, and 5 is asfollows: The function of the spring cl is to hold the slide 38 up, as inFig. 4, with the roller (or other form of contact-piece orcurrent-collector) in contact with the trolley-wirei (or other form ofconductor) and to hold the arm g of lever fg in contact with theterminal plate 35 of the switch S. In these positions of the parts thecurrent passes through the wheel 26, plate 35, arm g, and conductor 71.to (or from) a motor or a current-controller on the car. Vhenever aroller 53 on a slide 38 meets with a cam 24, the roller and the slideare moved downwardly thereby, and the slide, through its slot 51, thepin 52, arm 49, shaft 28, and arm 27, moves the corresponding roller 26down out of contact with the conductor tand so that said arm 27 androller 26 pass beneath the partitions or airchamber ends (or end) 7without touching the same as the car moves along the track. At the sametime the down movement of rod 40 lifts arm 9 off the plate 35 of switchS and so opens the circuit to the motor at that point, thus avoiding thepossibility of a short circuit through the depressed trolley. As thereare at least two trolleys on the car and as these are so placed thereonthat all of them will not be out of contact with the conductor 25 at oneand the same time, it results that there will be no sparking action whenany one of them is moved out of contact with the conductor 15 or otherform of conductor and that the motoris properly supplied with currentfor the normal operation of the motor, except at such times as themotorman may turn off the current As the roller 53 passes beyond thedwell 25 and up the cam 24 at that end the spring d returns the parts tonormal position, thus closing the switch S and bringing wheel 26 intocontact with the conductor 25. This restablishes the electricalconnection of the wire t with the motor through that particular trolleywhich has been operated, and thus supplies current therethrough.

The operation of the modification shown in Figs. 20 to 25 difiers butlittle from the operation above described. These differences will now beindicated. The dotted positions of the parts at the left of Fig. 20 showpositions that occur as the right-hand trolley passes under a wall orpartition 7, the car moving to the right in Fig. 20. The trolleyarms 27"are preferably moved down by means of the cams 24 at the bottom of theconduit and are held down for a suitable dis tance by dwells 25, asshown. The roller 101 of the right-hand trolley-arm 27 coacts with theleft-hand cam 24, while the left-hand trolley-arm 27 coacts with theright-hand camplate 24 to depress their respective trolleyarms. The saidcam-plates 24 are not in the same longitudinal plane of the conduit,(vertical,) as is indicated in Fig. 22'. Thus the trolley-arms are moveddown against the force of the springs 99, which return the trolleys asrollers 101 leave the cams 24 during the progress of the car. What hasjust been said applies more particularly to the forward or leadingtrolley-arm 27 For the trailing or second trolley-arm I prefer todepress the same by means of the incline 108 under the trolley-wire i,this incline being of insulating material and being suitably supportedin the air-chamber, as by the win gs 109, which reach IIO therefrom tothe top of the air-chamber,where they are suitably secured thereto. Theinsulating incline and wings prevent water from being splashed upagainst the trolley-wire i, which lies above them, all as in my saidapplication of June 13, 1892, is more fully set forth. The incline 108coacts with the roller 26 to depress the trolley-arm which carries thewheel. The roller 101 of the left-hand trolley in Fig. 20 rides over thecam 24 at the right without operating the trolley-arm. In fact, thelever 100 in this case pivots or turns and so compresses the spring 105,all independently of the motion of the trolley-arm to which said leveris pivoted; but if the car he going to the left in Fig. 20 the left-handtrolley-arm is then operated or depressed by means of its lever 100 andthe right-hand cam 24, while the right-hand trolley now is depressed bythe incline 108 at the right and its lever 100 pivots or turnsindependently in the manner just described. It will thus be seen thatthe leading trolley-arm is depressed by a cam outside of theair-chamber, while the trailing or following trolley-arm is depressed bymeans of the incline or cam under the trolley-conductor within theair-chamber; also, that the means by which the exterior cams operate theleading trolley-arm turn or pivot out of the way when that trolley-armbecomes the following or trailing trolley and said means reach the camsthat operate them during the forward motion of the car whenever themotion of the car is reversed. Thus the car is fitted to run either wayupon the one track without being turned around or having its trolleysreversed.

Many other changes in details and combinations may be made withoutdeparting from the spirit of this invention, which is not limited to theprecise forms shown and described.

Having thus fully described the invention, what I claim as new, anddesire to secure by Letters Patent, is-

1. In an electric railway, the combination of a current-collector, amovable carriertherefor, a spring connected with and moving said carrierin one direction, a stationary incline, and connections for moving saidcarrier against the force of said spring, said connections beingoperated by said incline, with an air-chamber, and a conductor insulatedby said chamber, substantially as described.

2. In an electric railway, the combination of an air-chamber, aconductor insulated thereby, a current-collector, a pivoted carriertherefor, a spring connected with said carrier for moving the same astationary incline, outside of said chamber, and connections for movingsaid carrier against the force of said spring, said connections beingoperated by said incline, substantially as described.

3. In an electric railway, the combination of acurrent-collector, apivoted carrier therefor, and a continuous unbroken conductor leadingfrom the collector along the carrier and leaving the same in line withthe axis of motion thereof, substantially as described.

4. In an electric railway, the combination of a current-collector, ashaft having an arm carrying the collector, and a continuous unbrokenconductor from the collector passing along the arm and shaft and leavingthe latter in line with the axis thereof, substantially as described.

5. In an electric railway, the combination of a current-collector, apivoted carrier therefor, a slide operating the carrier, a rod connecteddirectly with the slide, a spring moving the rod in one direction, and astationary cam to move the slide in the other direction, substantiallyas described.

6. In an electric railway, the combination of a current-collector, apivoted carrier there for, a slide operating the carrier, a rodconnected directly to the slide, a spring moving the rod and slide oneway, a stationary cam for moving the slide the' other way, a switchoperated by the rod, and a conductor leading from the collector to theswitch, substantially as described.

7. In an electric railway, the combination of a current-collector, apivoted carrier therefor, a slide operating the carrier, a rod andspring moving the slide one way, a stationary cam for moving it theother way, a conductor from the collector to the switch and leaving saidcarrier in line with its axis of motion, and a switch operated by saidrod, substantially as described.

8. In an electric railway, the combination of a current-collector, ashaft having an arm carrying said collector, a slide rocking said shaft,a rod and spring moving said slide in one direction, a stationary camfor moving it the other way, a conductor passing along said arm andshaft and leaving the latter axially thereof at one end, and a switchoperated by the rod, substantially as described.

9. In an electric railway, the combination of a current-collector, ashaft having an arm at one end thereof to carry the collector, and acontinuous unbroken conductor from the collector leaving the shaftaxially thereof at the other end thereof, substantially as de scribed.

10. In an electric railway, the combination of the contact-piece 20, thehollow shaft 28 having a hollow arm 27 carrying said piece, the slide38, the rod 4C0 connected directly to slide 38, the spring 61 operatingthe rod 40, the stationary cam 24: having a dwell 25, and a conductorpassing along the hollow of arm 27 and hollow of shaft 28 and leavingthe latter axially at one end thereof, substantially as described.

11. In an electric railway, the combination of a contactpiece 26, thehollow shaft 28 having a hollow arm 27 at one end thereof to carry thesaid piece, and a continuous unbroken conductor leading from the'saidpiece and through the hollow of arm 27 and the holtoo low of shaft 28,leaving the latter axially thereof at the other end thereof,substantially as described.

12. In an electric railway, the combination of a hollow journaled shaft,a hollow arm on the shaft formed of two parts secured together one ofwhich is integral with the shaft and arranged to support thecurrent-collector, the collector supported thereby, and a continuousunbroken conductor in said hollow arm and shaft, substantially asdescribed.

13. In an electricrailway, the combination of a hollow journaled shaft,an arm at each end of the shaft integral therewith, a plate secured toone of said arms and forming a hollow chamber thereWit-h,acurrent-collector carried by said arm and plate, a continuous unbrokenconductor in said hollow arm and shaft, and means acting on the otherarm to rock the shaft, substantially as described.

14. In an electric railway, the combination ofa support composed of twoL'shaped pieces, a shaft journaled therein and having two arms, acurrent-collector carried by one of said arms, a slide between the Lshaped pieces and operating the second arm of the shaft, and meansoperating said slide, substantially as described.

15. In an electric railway, the combination of a hollow shaft having twoarms, a currentcollector carried by one of said arms, a supportconsisting of two L-shaped pieces arranged to receive a slide and thesecond arm of the shaft between them, and each having a semicylindricalgroove to receive the shaft, a Slide within said support, and connectedwith the second arm of the shaft, means operating the slide, and aconductor leading from the collector through the hollow shaft,substantially as described.

16. In an electric railway, the combination of a shaft having two arms,a current-collector carried by one of said arms, a support composed oftwo L-shaped pieces each having a semicylindrical groove for the shaft,and arranged to receive a slide and the other arm of the shaft betweenthem, a slide within the support and connected with the said second arm,a rod and spring moving the slide in one direction, and a stationary cammoving it the other way, substantially as described.

17. In an electric railway, the combination of a hollow shaft having twoarms, a currentcollector or contact-piece carried by one of said arms, asupport consisting of two L- shaped pieces arranged to receive a slideand the second arm of the shaft between them and each having asemicylindrical groove for the shaft, a slide within the support andoperating the said second arm of the shaft, a rod and spring moving theslide one way, a conductor from said contact piece lying within theshaft, and means moving the slide against the spring, substantially asdescribed.

18. In an electric railway, the combination of a shaft having two arms,a current-collector carried by one arm, a support consisting of twoL-shapcd pieces recessed to receive a slide and the second arm of theshaft, a slide within said support and operating the second arm of theshaft, a switch, a conductor from the collector to the switch, and meansfor operating the switch and slide, substantially as described.

10. In an electric railway, the combination of a hollow shaft having twoarms, a currentcollector carried by one of the arms, a supportconsisting of two L-shaped pieces recessed to receive a slide and thesecond'arm of the shaft and each having a semicircular groove for theshaft, a slide within said support and operating the said second arm, aswitch, a conductor from the collector passing along the hollow of theshaft and to the switch, and means for operating the switch and theslide, substantially as described.

20. In an electric railway, the combination of shaft 28, its arms 27 and49, the trolleywheel 26, asupportcomposed of two L-shaped piecesrecessed to receive a slide and arm 49, the slide 38 within the supportand operating the arm 49, and means to operate the slide, substantiallyas described.

21. In an electric railway, the combination of the hollow shaft 28, thehollow arm 27 thereon, the arm 49 also thereon, the trolleywheel 26carried by the arm 27, a support consisting of two L-shaped piecesrecessed to receive a slide and the arm 49 and having the grooves 42 and47, the slide 38 within the support and operating the arm 49, means foroperating said slide, and the conductor 33 leading through the hollowarm 27 and hollow shaft 28, substantially as described.

22. In an electric railway, the combination of a shaft 28, its arms 27and 49, the trolleywheel 26 carried by the arm 27, asupport consistingof two L-shaped pieces recessed to receive a slide and the arm 49, andhaving the semicylindrical grooves 42 and 47, the slide 38 within thesupport and operating said arm 49, a rod 40 and spring (Z moving saidslide one way, and a stationary cam moving it the other way,substantially as described.

23. In an electric railway, the combination of a hollow shaft 28 havingtwo arms 27 and 49, the trolley-wheel 26 carried by arm 27, a supportconsisting of two L-shaped arms recessed to receive a slide and the arm49 and having semicylindrical grooves 42 and 47, a slide 38 within thesupport and operating the arm 49, a rod 40 and spring d moving the slidein one way, means for moving the slide the other way, and a conductorleading from the wheel 26 along the hollow shaft, substantially asdescribed.-

24. An air-chamber conduit-rail composed of a horizontal top web, platesof unequal length extending downwardly therefrom, a guide-flange formingan angle with the shorter plate, and a foot flange or flanges on thelonger plate, substantially as described.

25. An air-chamber conduit-rail composed of a horizontal top web, platesof unequal length extending downwardly therefrom, a guide-flange 011 theshorter plate in the plane of the top web and a foot flange or flangeson the longer plate, substantially as described.

26. An air-chamber conduit-rail composed of a horizontal top web, platesof unequal length extending downwardly therefrom, a guide-flange formingan angle with the shorter plate, anda foot flange or flanges on thelonger plate, said parts all being integral, substantially as described.

27. An air-chamber conduit-rail composed of a horizontal web, plates ofunequal length extending downwardly therefrom, a guideflange on theshorter plate in the plane of the web, and afoot flange or flanges onthe longer plate, all said parts being integral with one another,substantially as described.

' 28. An air-chamber conduit-rail composed of a horizontal top Web,plates of unequal length extending downwardly from the web, aguide-flange making an angle with the shorter plate, a foot flange orflanges on the longer plate, air-chamber ends, and a cam forming acontinuation of the guide-flange adjacent the said ends, substantiallyas described.

29. An air-chamber conduit-rail composed of a horizontal top web, platesof unequal length extending downwardly therefrom, a guide-flange on theshorter plate in theplane of the said web, a foot flange or flanges onthe longer plate, air-chamber ends, and cams adjacent the said ends andforming a continuation of the said guide-flange, substantially asdescribed.

30. An air-chamber rail composed of a horizontal top web, plates ofunequal length extending downwardly therefrom,a guide-flange forming anangle with the shorter plate, a foot flange or flanges on the longerplate, all said parts being integral, air-chamber ends, and cams forminga continuation of the guideiiange, and placed adjacent the said ends,substantially as described.

31. An air-chamber conduit-rail composed of a horizontal top web, platesof unequal length extending downwardly therefrom, a guide-flange in theplane of the web on the shorter plate, a foot flange or flanges on thelonger plate, all said parts being integral with each other, air-chamberends, and cams forming a continuation of the guide-flange and placedadjacent the said ends, substantially as described.

32. The combination of an air-chamber, a trolley-wire therein, a pocketat the side of the chamber, and insulating-supports for the wire carriedby the pocket, substantially as described.

33. The combination of an air-chamber, a trolley-wire therein, a pocketextending the depth of the chamber at the side thereof, and a supportfor the wire carried by said pocket, substantially as described.

34. The combination of the air-chamber rail 0, the pocket 8 at the sidethereof, the trolleywire 2? therein, and the support for the wirecarried by the pocket, substantially as described.

35. The combination of an air-chamberconduit-rail, a base or supportingflange therefor, a wire-carrier extending from the top of theair-chamber through the said flange, the trolley-wire, and the wirepassing through the carrier, substantially as described.

36. The combination of the air-chamber rail, the flange 5 thereof, thewire-carrier 60, extending through the flange 5, the trolley-wire t andthe feed-wire 9 passing through the carrier 60, substantially asdescribed.

37. The combination of an air-chamber con duit, the trolley-wire thereinand the contactdevice guide beneath the wire at one or both endsthereof, substantially as described.

38. The combination of the hollow shaft forming a pivot, a hollow armthereon, a contact device carried by said arm, and a continuous unbrokenconductor from the contact device passing through the arm and shaft,substantially as described.

39. Thecombinationofahollowshaft,form ing a pivot, a coiled springsupported at one end thereof by the shaft, 2. contact device supportedby the other end of the spring, and a conductor from the contact devicepassing through the spring and the shaft, substan-- tially as described.

In testimony that I claim the foregoing as my invention I have signed myname, in presence of two witnesses, this 21st day of October,

RICHARD WV. BARKLEY.

Witnesses:

O. A. CAMPBELL, 0. A. BRoDEK.

